US6511400B2 - Control system for vehicular automatic transmission - Google Patents

Control system for vehicular automatic transmission Download PDF

Info

Publication number
US6511400B2
US6511400B2 US09/941,983 US94198301A US6511400B2 US 6511400 B2 US6511400 B2 US 6511400B2 US 94198301 A US94198301 A US 94198301A US 6511400 B2 US6511400 B2 US 6511400B2
Authority
US
United States
Prior art keywords
going
pressure
lock
speed ratio
valve
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
US09/941,983
Other languages
English (en)
Other versions
US20020025883A1 (en
Inventor
Hiroyuki Kimura
Yasuhiro Ijichi
Yuuji Okazaki
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honda Motor Co Ltd
Original Assignee
Honda Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Assigned to HONDA GIKEN KOGYO KABUSHIKI KAISHA reassignment HONDA GIKEN KOGYO KABUSHIKI KAISHA ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: IJICHI, YASUHIRO, KIMURA, HIROYUKI, OKAZAKI, YUUJI
Assigned to HONDA GIKEN KOGYO KABUSHIKI KAISHA reassignment HONDA GIKEN KOGYO KABUSHIKI KAISHA ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: OKAZAKI, YUUJI, IJICHI, YASUHIRO, KIMURA, HIROYUKI
Publication of US20020025883A1 publication Critical patent/US20020025883A1/en
Application granted granted Critical
Publication of US6511400B2 publication Critical patent/US6511400B2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

Images

Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/14Control of torque converter lock-up clutches
    • F16H61/143Control of torque converter lock-up clutches using electric control means
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04Smoothing ratio shift
    • F16H61/06Smoothing ratio shift by controlling rate of change of fluid pressure
    • F16H61/061Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means

Definitions

  • the present invention relates generally to an automatic transmission, which is disposed for a speed ratio change in the power transmission path between the engine and the drive wheels of a vehicle. Furthermore, the present invention relates particularly to a control system that controls the automatic transmission for a shift from an off-going speed ratio to an on-coming speed ratio.
  • an automatic transmission for use in a vehicle comprises a plurality of gear trains, which are disposed parallel with one another, a plurality of frictionally engaging elements such as friction clutches, which are used for selecting a certain gear train for power transmission from these gear trains, and a shift control valve, which controls the actuation of the frictionally engaging elements.
  • a shift control valve which controls the actuation of the frictionally engaging elements.
  • the shift control valve functions to release a clutch which has been in engagement (hereinafter referred to as “off-going clutch” or “off-going frictionally engaging element”), and to bring another clutch into engagement (hereinafter referred to as “on-coming clutch” or “oncoming frictionally engaging element”) for shifting the gear trains of the transmission, from the off-going speed ratio to the on-coming speed ratio.
  • off-going clutch or “off-going frictionally engaging element”
  • on-coming clutch On-coming frictionally engaging element
  • a prior-art control system has incorporated, for example, a release-timing control valve which controls the timing for releasing the off-going clutch in synchronization to the increase of the hydraulic pressure used for the actuation of the on-coming clutch (this valve is also referred to as “orifice control valve” by the applicant of the present invention).
  • this release-timing control valve is designed simply to function in response to a change in the hydraulic pressure which actuates the on-coming clutch.
  • the release-timing control valve opens to release the hydraulic pressure of the off-going clutch for disengaging this clutch when the hydraulic pressure actuating the on-coming clutch has increased to a certain level.
  • it is difficult for the control system to respond effectively to all the shifts that are requested and executed in the different conditions of the transmission for example, to a power-on shift, i.e., a shift executed while the accelerator pedal is pressed down, or to a power-off shift, i.e., a shift executed while the accelerator pedal is released.
  • a shift shock can occur.
  • the release-timing control valve functions in an identical way to reduce the hydraulic pressure of the off-going clutch when the hydraulic pressure of the on-coming clutch for engagement has increased to a predetermined value.
  • the release-timing control valve is designed to make the power-on shifts smooth and not to cause an engine racing.
  • there is a delay in the response of the release-timing control valve to release the off-going clutch and this may cause a shift shock.
  • the present invention provides, for an automatic transmission, which can be used in a vehicle, a control system that comprises a plurality of frictionally engaging elements (for example, the FIRST ⁇ FOURTH speed clutches 31 ⁇ 34 described in the following embodiment), which are actuated for engagement upon receiving a hydraulic pressure to establish selectively a plurality of speed ratios.
  • a control system that comprises a plurality of frictionally engaging elements (for example, the FIRST ⁇ FOURTH speed clutches 31 ⁇ 34 described in the following embodiment), which are actuated for engagement upon receiving a hydraulic pressure to establish selectively a plurality of speed ratios.
  • an upshift from an off-going speed ratio to an on-coming speed ratio is executed by controlling the release of the hydraulic pressure from the frictionally engaging element used for the off-going speed ratio and by controlling the supply of the hydraulic pressure to the frictionally engaging element used for the on-coming speed ratio.
  • the control system further comprises an off-going pressure releasing valve (for example, the first and second off-going pressure releasing valves 70 and 80 described in the following embodiment), which releases the hydraulic pressure of the frictionally engaging element used for the off-going speed ratio, and release timing adjustment means (for example, the linear solenoid valve 60 described in the following embodiment), which controls the operation of the off-going pressure releasing valve.
  • the release timing adjustment means controls the operation of the off-going pressure releasing valve in correspondence to the throttle opening of the engine. In this case, the smaller the throttle opening of the engine, the earlier the timing for releasing the hydraulic pressure from the frictionally engaging element used for the off-going speed ratio is set.
  • the control system adjusts, by the release timing adjustment means, the timing for releasing the hydraulic pressure from the frictionally engaging element used for the off-going speed ratio earlier for a smaller throttle opening of the engine (i.e., the closer to a power-off condition, the earlier the timing).
  • the control system sets the timing for releasing the frictionally engaging element used for the off-going speed ratio appropriately for either a power-on shift or a power-off shift and always achieves a smooth shift operation.
  • the release timing adjustment means control the operation of the off-going pressure releasing valve in correspondence to the speed of the vehicle.
  • the lower the speed of the vehicle the earlier the timing for releasing the hydraulic pressure from the frictionally engaging element used for the off-going speed ratio is set.
  • the throttle opening of the engine is kept constant, the lower the speed of the vehicle, more likely a shift shock to occur if the timing for releasing the frictionally engaging element used for the off-going speed ratio is delayed.
  • the release timing control according to the present invention provides an improved smooth shift operation for any speed of the vehicle because the control is executed in correspondence to the speed of the vehicle.
  • an automatic transmission for use in a vehicle comprises a torque converter with a lock-up mechanism, the torque converter being connected to the output shaft of the engine.
  • the release timing adjustment means comprises a linear solenoid valve, and a control pressure supplied from the linear solenoid valve is used for controlling the operation of the pressure releasing valve, and also, while no shift is being performed, it is used for controlling the operation of the lock-up mechanism.
  • the linear solenoid valve provided as the release timing adjustment means can also be used for controlling the operation of the lock-up mechanism while the vehicle is in ordinary travelling condition (i.e., while no shift is being executed).
  • the control system can be constructed in a simple design.
  • FIG. 1 is a hydraulic circuit diagram showing components which constitute a control system according to the present invention.
  • FIG. 2 is a schematic diagram of an automatic transmission, which incorporates the control system.
  • FIG. 3 is a graph showing a relation between the control current used for a linear solenoid valve and the engaging capacity of a lock-up clutch.
  • FIG. 4 is a flowchart showing shift control processes executed by the control system.
  • FIG. 5 is a graph showing values for a timer, which is used in the shift control.
  • FIG. 6 is a graph showing changes in the hydraulic pressure of the clutch, the acceleration of the vehicle and the control pressure.
  • This automatic transmission TM comprises a torque converter TC, which is connected to the output shaft ES of the engine. Furthermore, the torque converter TC comprises a pump element 1 , which is connected through a converter housing 5 to the engine output shaft ES, a stator element 2 , which is held stationary by a one-way clutch, and a turbine element 3 , which is connected to the input shaft 11 of the transmission.
  • a lock-up clutch 4 which is connected to the turbine element 3 .
  • the lock-up clutch 4 divides the internal space of the converter housing 5 into a lock-up engagement space 6 and a lock-up release space 7 , and the hydraulic pressures of the lock-up engagement space 6 and the lock-up release space 7 are controlled to actuate the lock-up clutch 4 for engagement and disengagement.
  • the lock-up clutch 4 engages to connect the converter housing 5 directly to the turbine element 3 , and, as a result, the power of the engine is transmitted directly from the output shaft ES of the engine to the input shaft 11 of the transmission.
  • the automatic transmission TM includes a countershaft 12 and an output shaft 13 , both of which are disposed parallel with the input shaft 11 , and a plurality of gear trains are disposed between the input shaft 11 and the countershaft 12 .
  • a THIRD speed drive gear 23 a On the input shaft 11 of the transmission, from the left side of the drawing, disposed are a THIRD speed drive gear 23 a , a SECOND speed drive gear 22 a , a FOURTH speed drive gear 24 a , a REVERSE drive gear 25 a , and a FIRST speed drive gear 21 a .
  • the THIRD speed drive gear 23 a is fixed on the input shaft 11 while the SECOND speed drive gear 22 a , the FOURTH speed drive gear 24 a , the REVERSE drive gear 25 a and the FIRST speed drive gear 21 a are rotatable with respect to the input shaft 11 .
  • the input shaft 11 is equipped with a SECOND speed clutch 32 , which engages and disengages the SECOND speed drive gear 22 a to and from the input shaft 11 , a FOURTH speed clutch 34 , which engages and disengages the FOURTH speed drive gear 24 a and the REVERSE drive gear 25 a to and from the input shaft 11 , and a FIRST speed clutch 31 , which engages and disengages the FIRST speed drive gear 21 a to and from the input shaft 11 .
  • a SECOND speed clutch 32 which engages and disengages the SECOND speed drive gear 22 a to and from the input shaft 11
  • a FOURTH speed clutch 34 which engages and disengages the FOURTH speed drive gear 24 a and the REVERSE drive gear 25 a to and from the input shaft 11
  • a FIRST speed clutch 31 which engages and disengages the FIRST speed drive gear 21 a to and from the input shaft 11 .
  • an output drive gear 26 a On the countershaft 12 of the transmission, from the left side of the drawing, disposed are an output drive gear 26 a , a THIRD speed driven gear 23 b , a SECOND speed driven gear 22 b , a FOURTH speed driven gear 24 b , a REVERSE driven gear 25 c , and a FIRST speed driven gear 21 b , and these driven gears mesh directly with the THIRD speed drive gear 23 a , the SECOND speed drive gear 22 a , the FOURTH speed drive gear 24 a , the REVERSE drive gear 25 a and the FIRST speed drive gear 21 a , respectively, with an exception that the REVERSE driven gear 25 c meshes with the REVERSE drive gear 25 a through a REVERSE idle gear 25 b .
  • the output drive gear 26 a and the SECOND speed driven gear 22 b are fixed directly on the countershaft 12 while the FIRST speed driven gear 21 b is mounted through a one-way clutch on the countershaft 12 , and the THIRD speed driven gear 23 b , the FOURTH speed driven gear 24 b and the REVERSE driven gear 25 c are provided rotatably around the countershaft 12 .
  • the countershaft 12 is equipped with a THIRD speed clutch 33 , which engages and disengages the THIRD speed driven gear 23 b to and from the countershaft 12 , and a REVERSE selector 35 , which engages and disengages selectively the FOURTH speed driven gear 24 b and the REVERSE driven gear 25 c to and from the countershaft 12 .
  • the REVERSE selector 35 is actuated by a selector servo-mechanism 36 .
  • the output shaft 13 of the transmission is equipped with an output driven gear 26 b , which meshes with the output drive gear 26 a .
  • the power output from the transmission is transmitted, for example, through a differential mechanism to the right and left front wheels of the vehicle.
  • the shift control is performed to select a desired gear train for the power transmission by controlling the actuation of the FIRST ⁇ FOURTH speed clutches 31 ⁇ 34 and the selector servo-mechanism 36 , which operates the REVERSE selector 35 .
  • the FIRST speed clutch 31 by engaging the FIRST speed clutch 31 , the power is transmitted through the FIRST speed gear train, which comprises the FIRST speed drive gear 21 a and the FIRST speed driven gear 21 b .
  • the transmission is referred to as set at the FIRST speed ratio.
  • the transmission is set at the SECOND speed ratio with the power being transmitted through the SECOND gear train comprising the SECOND speed drive gear 22 a and the SECOND speed driven gear 22 b .
  • the transmission is set at the THIRD speed ratio with the power being transmitted through the THIRD gear train comprising the THIRD speed drive gear 23 a and the THIRD speed driven gear 23 b.
  • the transmission is set at the FOURTH speed ratio with the power being transmitted through the FOURTH gear train comprising the FOURTH speed drive gear 24 a and the FOURTH speed driven gear 24 b .
  • the transmission is set at the REVERSE speed ratio with the power being transmitted through the REVERSE gear train comprising the REVERSE drive gear 25 a , the REVERSE idle gear 25 b and the REVERSE driven gear 25 c.
  • FIG. 1 shows a hydraulic circuit used for controlling the actuation of the lock-up clutch 4 of the torque converter TC and for controlling the release of the hydraulic pressure from the off-going clutches during the 2-3 upshift, the 2-4 upshift and the 3-4 upshift, respectively.
  • This hydraulic circuit includes a lock-up control valve 40 , a lock-up shift valve 45 and a lock-up timing valve 50 , which are used for controlling the engagement and disengagement of the lock-up clutch 4 of the torque converter TC, and a TC check valve 55 , a relief valve 57 , etc. and oil passages connecting these valves as shown in the drawing.
  • the hydraulic circuit further includes a line pressure supply source 90 , which supplies a line pressure PL, a modulator pressure supply source 91 , which supplies a modulator pressure PM, a lubricating unit 95 and an oil cooler 96 , all of which are connected as shown in the drawing.
  • An oil passage 101 connected to the left end of the lock-up shift valve 45 is connected through a lock-up switch solenoid valve 62 to the modulator pressure supply source 91 while an oil passage 102 connected to the right end of the lock-up shift valve 45 is connected directly to the modulator pressure supply source 91 .
  • the lock-up switch solenoid valve 62 is turned off, the modulator pressure PM is supplied to the left end of the lock-up shift valve 45 , and, as a result, the modulator pressure PM acts on both the sides, i.e., the right and left sides, of the lock-up shift valve 45 .
  • an oil passage 111 and another oil passage 113 that are branched from an oil passage 110 connected to a linear solenoid valve 60 are connected to the right side of the lock-up control valve 40 and to the right side of the lock-up timing valve 50 , respectively.
  • the linear solenoid valve 60 receiving a control current adjusts the modulator pressure PM supplied from the modulator pressure supply source 91 . It is the function of the linear solenoid valve 60 to adjust the modulator pressure PM in correspondence to the control current being received and to output a control pressure PC into the oil passage 110 .
  • control pressure PC is supplied through the oil passage 111 to the lock-up control valve 40 , so the spool 41 of the lock-up control valve 40 is shifted rightward or leftward depending on the magnitude of the control pressure PC.
  • control pressure PC is supplied through the oil passage 113 to the lock-up timing valve 50 , so the spool 51 of the lock-up timing valve 50 is also shifted rightward or leftward depending on the magnitude of the control pressure PC.
  • the pressure balance between the lock-up engagement space 6 and the lock-up release space 7 is controlled to adjust the engagement of the lock-up clutch 4 .
  • the control pressure PC output to the oil passage 110 is adjusted correspondingly to engage or disengage the lock-up clutch 4 .
  • This oil passage 112 is blocked at the lock-up shift valve 45 while the spool 46 of the lock-up shift valve 45 is shifted leftward for the engagement control of the lockup clutch 4 as mentioned above.
  • the oil passage 112 is connected through the lock-up shift valve 45 to an oil passage 115 that branches into two oil passages 116 and 117 which are connected to a first off-going pressure releasing valve 70 and a second off-going pressure releasing valve 80 , respectively.
  • the first off-going pressure releasing valve 70 controls the release of the hydraulic pressure from the off-going clutches (the THIRD speed clutch and the SECOND speed clutch) when the 3-4 upshift (upshift from the THIRD speed ratio to the FOURTH speed ratio) and the 2-4 upshift (upshift from the SECOND speed ratio to the FOURTH speed ratio) are executed.
  • a spool 71 is biased rightward by a spring 72 .
  • An oil passage 75 is connected to the first off-going pressure releasing valve 70 in such a way that the pressure supplied from this oil passage 75 acts on the right side of the spool 71 .
  • Other oil passages 73 and 74 whose mutual connection is controlled by the shift of the spool 71 , are also connected to the first off-going pressure releasing valve 70 .
  • the oil passage 75 is connected through a shift valve, etc., to the on-coming clutch, i.e., the FOURTH speed clutch 34 .
  • the hydraulic pressure actuating the FOURTH speed clutch 34 for engagement acts on the spool 71 and generates a force to push the spool 71 leftward.
  • the control pressure PC being supplied from the linear solenoid valve 60 through the oil passage 116 to the first off-going pressure releasing valve 70 acts on the spool 71 at the small stepped part thereof on the left side and generates a force to push the spool 71 rightward.
  • the rightward and leftward shift of the spool 71 is controlled in correspondence to the balance between the hydraulic pressure actuating the FOURTH speed clutch (on-coming clutch) 34 for engagement and the control pressure PC supplied from the linear solenoid valve 60 .
  • the oil passages 73 and 74 are connected to each other through the first off-going pressure releasing valve 70 .
  • the oil passage 73 is connected through a shift valve, etc. to the off-going clutch (the THIRD speed clutch 33 if the 3-4 upshift is executed or the SECOND speed clutch 32 if the 2-4 upshift is executed) while the other oil passage 74 is connected to a drain. Therefore, when the spool 71 is shifted leftward by a changed balance between the hydraulic pressure actuating the FOURTH speed clutch (on-coming clutch) 34 for engagement and the control pressure PC, supplied from the linear solenoid valve 60 , these oil passages 73 and 74 are connected to each other, releasing the hydraulic pressure of the off-going clutch.
  • the timing for releasing the hydraulic pressure of the off-going clutch for the 3-4 upshift or the 2-4 upshift is controllable by the control pressure PC from the linear solenoid valve 60 .
  • the second off-going pressure releasing valve 80 controls the discharge of the hydraulic pressure from the off-going clutch (in this case, the SECOND speed clutch 32 ) when the 2-3 upshift (upshift from the SECOND speed ratio to the THIRD speed ratio) is executed.
  • the second off-going pressure releasing valve 80 includes a spool 81 , which is biased leftward by a spring 82 .
  • An oil passage 85 is connected to the second off-going pressure releasing valve 80 such that the pressure supplied from this oil passage 85 acts on the left side of the spool 81 , and other oil passages 83 and 84 , whose mutual connection is controlled by the shift of the spool 81 , are also connected to the second off-going pressure releasing valve 80 .
  • the oil passage 85 is connected through a shift valve, etc., to the on-coming clutch, i.e., the THIRD speed clutch 33 .
  • the hydraulic pressure actuating the THIRD speed clutch 33 for engagement acts on the spool 81 and generates a force to push the spool 81 rightward.
  • the control pressure PC being supplied from the above mentioned linear solenoid valve 60 through the oil passage 117 to the second off-going pressure releasing valve 80 acts on the spool 81 at the stepped part located right side thereof and generates a force to push the spool 81 leftward.
  • the rightward and leftward shift of the spool 81 is controlled in correspondence to the balance between the hydraulic pressure actuating the THIRD speed clutch (on-coming clutch) 33 for engagement and the control pressure PC supplied from the linear solenoid valve 60 .
  • the oil passages 83 and 84 are connected to each other through the second off-going pressure releasing valve 80 .
  • the oil passage 83 is connected through a shift valve, etc. to the off-going clutch (SECOND speed clutch 32 ) while the other oil passage 84 is connected to a drain.
  • control pressure PC is also supplied through the oil passages 111 and 113 to the lock-up control valve 40 and the lock-up timing valve 50 , as long as the spool 46 of the lock-up shift valve 45 is kept rightward, the operation of both the valves 40 and 50 will not affect the lock-up release condition.
  • the transmission is set into a condition where the engagement of the lock-up clutch 4 is controlled by the lock-up control valve 40 and the lock-up timing valve 50 , which receives the control pressure PC from the linear solenoid valve 60 .
  • the engagement actuation of the lock-up clutch 4 is controllable by means of the control pressure PC while the control pressure PC is not supplied to the first and second off-going pressure releasing valves 70 and 80 because the oil passages 112 and 115 are cut off by the lock-up shift valve 45 .
  • FIG. 3 shows a relation between the current supplied to the linear solenoid valve 60 and the control pressure PC produced thereby and a relation between the control pressure PC and the engaging capacity of the lock-up clutch adjusted by the control pressure PC. It is understood from this graph that the engaging capacity of the lock-up clutch is adjusted as desired from a minimum (0) to a maximum (MAX) by controlling the current. Such a wide range of adjustment is possible for the engaging capacity because the control pressure PC is supplied to both the lockup control valve 40 and the lock-up timing valve 50 for the operation of the lock-up mechanism. As the engaging capacity of the lock-up clutch is adjustable continuously and smoothly from a small lock-up engagement capacity to a maximum lock-up engagement capacity only by means of the linear solenoid valve 60 , improved fuel efficiency and smooth controllability can be achieved for the transmission.
  • Step S 9 the lock-up switch solenoid valve 62 is turned on to shift the spool 46 of the lock-up shift valve 45 leftward as mentioned above for establishing the condition where the engagement actuation of the lock-up clutch is controllable.
  • the operation of the lock-up control valve 40 and the lock-up timing valve 50 is controlled by the control pressure PC from the linear solenoid valve 60 to control the engagement of the lock-up clutch 4 .
  • Step S 2 this currently performed shift is determined whether it is a 3-4 upshift, a 2-4 upshift or a 2-3 upshift. If the shift being performed is not any of these upshifts, then the control flow proceeds to Step S 3 , where the shift control is performed correspondingly and appropriately to the condition of the transmission. To this case, the shift control of the present invention is not related specifically, so no further description is given. If the shift being performed is determined as one of these upshifts, then the control flow proceeds to Step S 4 , where the throttle opening TH of the engine and the speed V of the vehicle are detected.
  • Step S 5 a determination is made whether the engagement control of the lock-up clutch 4 of the torque converter TC is being performed or not. If the engagement control of the lock-up clutch 4 is being performed, then the control flow proceeds to Step S 6 , where a determination is made whether or not the throttle opening TH is equal to or smaller than a predetermined value CTH, i.e., whether or not the accelerator is being released for the shift. If the throttle opening TH is greater than the predetermined value, then the control flow proceeds to Step S 9 , where the operation of the lock-up control valve 40 and the lock-up timing valve 50 is controlled by the control pressure PC from the linear solenoid valve 60 to control the engagement of the lock-up clutch 4 .
  • the shift is executed while the release of the hydraulic pressure from the off-going clutch is controlled only in correspondence to the increase of the hydraulic pressure actuating the on-coming clutch, which pressure is supplied through the oil passage 75 or 85 because the control pressure PC is not supplied to the first off-going pressure releasing valve 70 or the second off-going pressure releasing valve 80 through the oil passage 116 or 117 , respectively, in this condition.
  • Step S 5 if the result of the determination executed at Step S 5 is that the engagement control of the lock-up clutch is not being performed, then the control flow proceeds to Step S 6 . Further, even though the engagement control of the lock-up clutch is being performed, if the throttle opening TH is determined as equal to or smaller than the predetermined value CTH, then the control flow proceeds to Step S 7 , where a timer value is read in to set the timing for releasing the hydraulic pressure of the off-going clutch.
  • the timer value for each shift type is predetermined in correspondence to the throttle opening TH and the vehicle speed V as shown in FIG. 5 .
  • the timer value which corresponds to the throttle opening TH and the vehicle speed V detected at Step S 4 is read in from the values shown in FIG. 5 .
  • the timer values are predetermined greater for the increasing values of the throttle opening TH and the vehicle speed V
  • the timer values are set as AL ⁇ AH, BL ⁇ BH, . . . , EL ⁇ EH and AL ⁇ BL ⁇ CL ⁇ DL ⁇ EL and AH ⁇ BH ⁇ CH ⁇ DH ⁇ EH.
  • the time elapsed from the start of the shift is determined at Step S 8 .
  • the release of the hydraulic pressure of the off-going clutch is controlled at Step S 11
  • the release of the hydraulic pressure of the off-going clutch is controlled at Step S 10 .
  • the lock-up switch solenoid valve 62 is turned off to shift the spool 46 of the lock-up shift valve 45 rightward, so the control pressure from the linear solenoid valve 60 is supplied to the first and second off-going pressure releasing valves 70 and 80 . This condition allows the control of the operation of these valves.
  • FIG. 6 shows graphically this hydraulic pressure release control.
  • the elapsed time determination executed at Step S 8 starts at the start of the shift (time t 1 ). Until the time set for the timer elapses, the control pressure PC produced at the linear solenoid valve 60 is controlled to a relatively high pressure. At the moment when the time has elapsed (time t 2 ), the control pressure PC produced at the linear solenoid valve 60 is reduced to a relatively low pressure.
  • each clutch has an oil passage that includes an orifice before being connected to a drain, as the oil is drained slowly through the passage having an orifice, the hydraulic pressure of the off-going clutch decreases gradually until time t 2 as indicated by real line A in FIG. 6
  • the first and second off-going pressure releasing valves 70 and 8 are released at time t 2 , the pressure of the off-going clutch decrease rapidly thereafter.
  • real line B indicate the hydraulic pressure of the on-coming clutch.
  • time t 2 is the minimum timer value. If the timer value is set to the maximum, then the control pressure PC produced at the linear solenoid valve 60 is changed from the high pressure to the low pressure at time t 3 .
  • the pressure change of the off-going clutch for this case is indicated by broken line A?in FIG. 6 . It is clear from the graph that the pressure decreases gradually until time t 3 , and thereafter, it decreases rapidly.
  • FIG. 6 includes a graph that shows changes in the acceleration G of the vehicle during an upshift while the accelerator is being returned. If the hydraulic pressure of the off-going clutch is released early at time t 2 as indicated by real line A, then the acceleration G changes gradually as indicated by real line C. On the other hand, if the pressure of the off-going clutch is released later at time t 3 as indicated by broken line A′, then the acceleration G increases temporarily as indicated by broken line D. Therefore, the latter case can cause a shift shock.
  • the control system comprises release timing adjustment means, which adjusts the timing for releasing the hydraulic pressure of the off-going frictionally engaging element earlier if the throttle opening of the engine is set smaller (i.e., if the condition of the transmission is more to a power-off condition).
  • release timing adjustment means which adjusts the timing for releasing the hydraulic pressure of the off-going frictionally engaging element earlier if the throttle opening of the engine is set smaller (i.e., if the condition of the transmission is more to a power-off condition).
  • the control system sets the timing for releasing the off-going frictionally engaging element appropriate for either a power-on shift or a power-off shift and always achieves a smooth shift operation.
  • the release timing adjustment means for controlling the valves to be released it is preferable that the lower the vehicle speed, the earlier the timing for releasing the pressure of the off-going frictionally engaging element is set by the release timing adjustment means for controlling the valves to be released.
  • the release timing adjustment means comprise a linear solenoid valve, that the operation of a pressure-releasing valve be controlled by means of the control pressure produced by the linear solenoid valve, and that the operation of the lock-up mechanism be controlled also by the control pressure supplied from the linear solenoid valve while a shift is not being executed.
  • the linear solenoid valve as the release timing adjustment means can also be used for controlling the operation of the lock-up mechanism while the transmission is in ordinary driving condition (i.e., while no shift is being executed).
  • the control system can be constructed in a relatively simple design.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Control Of Transmission Device (AREA)
  • Control Of Fluid Gearings (AREA)
US09/941,983 2000-08-31 2001-08-30 Control system for vehicular automatic transmission Expired - Fee Related US6511400B2 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2000-262781 2000-08-31
JP2000262781A JP2002071008A (ja) 2000-08-31 2000-08-31 車両用自動変速機の制御装置

Publications (2)

Publication Number Publication Date
US20020025883A1 US20020025883A1 (en) 2002-02-28
US6511400B2 true US6511400B2 (en) 2003-01-28

Family

ID=18750411

Family Applications (1)

Application Number Title Priority Date Filing Date
US09/941,983 Expired - Fee Related US6511400B2 (en) 2000-08-31 2001-08-30 Control system for vehicular automatic transmission

Country Status (8)

Country Link
US (1) US6511400B2 (fr)
EP (1) EP1184604B1 (fr)
JP (1) JP2002071008A (fr)
CN (1) CN1220600C (fr)
BR (1) BR0103799A (fr)
CA (1) CA2355927C (fr)
DE (1) DE60132409T2 (fr)
TW (1) TW509763B (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20160003335A1 (en) * 2014-07-01 2016-01-07 Hyundai Motor Company Circuit for controlling hydraulic pressure of torque converter

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004144108A (ja) * 2002-10-21 2004-05-20 Nissan Diesel Motor Co Ltd 多段変速機の変速制御装置
JP2005233390A (ja) * 2004-02-23 2005-09-02 Aisin Seiki Co Ltd 自動変速機の油圧制御装置
JP4896463B2 (ja) * 2005-08-10 2012-03-14 本田技研工業株式会社 自動変速機の制御装置
KR20090004153A (ko) * 2007-07-06 2009-01-12 현대자동차주식회사 자동변속기의 업 쉬프트 제어 시스템 및 그 방법
CN101915304B (zh) * 2010-06-01 2014-07-16 浙江吉利汽车研究院有限公司 自动变速器液压控制装置
JP5460764B2 (ja) * 2012-02-29 2014-04-02 富士重工業株式会社 レンジ切替装置
JP5612624B2 (ja) * 2012-03-08 2014-10-22 富士重工業株式会社 レンジ切替装置
CA2926070C (fr) * 2013-10-07 2017-07-25 Honda Motor Co., Ltd. Dispositif de commande hydraulique pour dispositif de distribution de puissance d'entrainement
CN105864421B (zh) * 2016-05-23 2018-05-29 宁波吉利汽车研究开发有限公司 一种用于液力变矩器的锁止离合器的控制装置和控制方法

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5449329A (en) * 1993-07-20 1995-09-12 Deere & Company Method for controlling transmission control clutches
US5879268A (en) * 1996-06-28 1999-03-09 Toyota Jidosha Kabushiki Kaisha Apparatus for automatic transmission shifting action having device for learning compensation of control parameter influencing pattern of pressure change of frictional coupling device
JPH11108169A (ja) 1997-08-06 1999-04-20 Toyota Motor Corp 車両用自動変速機の油圧制御装置
JPH11201270A (ja) 1998-01-16 1999-07-27 Toyota Motor Corp 車両用自動変速機の油圧制御装置
US6149547A (en) * 1997-09-05 2000-11-21 Toyoda Jidosha Kabushiki Kaisha Gearshift control apparatus for automatic transmission which alters pre-inertia phase hydraulic pressure command parameters for engagement side clutch
US6287238B1 (en) * 1999-04-29 2001-09-11 Hyundai Motor Company Forced downshift control method for automatic transmission
US6368249B1 (en) * 2000-05-19 2002-04-09 General Motors Corporation Driver responsive power-on downshift control

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4727773A (en) * 1985-07-31 1988-03-01 Aisin-Warner Kabushiki Kaisha Hydraulic circuit for controlling automatic transmission
JP2830172B2 (ja) * 1989-09-30 1998-12-02 アイシン精機株式会社 自動変速機の変速制御装置
JP3016085B2 (ja) * 1989-10-31 2000-03-06 アイシン精機株式会社 自動変速機の変速制御装置
US5157608A (en) * 1990-09-14 1992-10-20 Ford Motor Company Electronic control system for multiple ratio transmission including circuit pressure control
KR960015245B1 (ko) * 1992-07-06 1996-11-04 마쯔다 가부시기가이샤 토크콘버터의 제어장치
JP3105652B2 (ja) * 1992-07-24 2000-11-06 アイシン精機株式会社 自動変速機の変速制御装置

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5449329A (en) * 1993-07-20 1995-09-12 Deere & Company Method for controlling transmission control clutches
US5879268A (en) * 1996-06-28 1999-03-09 Toyota Jidosha Kabushiki Kaisha Apparatus for automatic transmission shifting action having device for learning compensation of control parameter influencing pattern of pressure change of frictional coupling device
JPH11108169A (ja) 1997-08-06 1999-04-20 Toyota Motor Corp 車両用自動変速機の油圧制御装置
US6149547A (en) * 1997-09-05 2000-11-21 Toyoda Jidosha Kabushiki Kaisha Gearshift control apparatus for automatic transmission which alters pre-inertia phase hydraulic pressure command parameters for engagement side clutch
JPH11201270A (ja) 1998-01-16 1999-07-27 Toyota Motor Corp 車両用自動変速機の油圧制御装置
US6287238B1 (en) * 1999-04-29 2001-09-11 Hyundai Motor Company Forced downshift control method for automatic transmission
US6368249B1 (en) * 2000-05-19 2002-04-09 General Motors Corporation Driver responsive power-on downshift control

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20160003335A1 (en) * 2014-07-01 2016-01-07 Hyundai Motor Company Circuit for controlling hydraulic pressure of torque converter
US9791030B2 (en) * 2014-07-01 2017-10-17 Hyundai Motor Company Circuit for controlling hydraulic pressure of torque converter

Also Published As

Publication number Publication date
EP1184604A2 (fr) 2002-03-06
US20020025883A1 (en) 2002-02-28
TW509763B (en) 2002-11-11
JP2002071008A (ja) 2002-03-08
EP1184604B1 (fr) 2008-01-16
DE60132409D1 (de) 2008-03-06
DE60132409T2 (de) 2008-12-24
BR0103799A (pt) 2002-05-07
EP1184604A3 (fr) 2004-11-03
CN1220600C (zh) 2005-09-28
CA2355927A1 (fr) 2002-02-28
CN1340430A (zh) 2002-03-20
CA2355927C (fr) 2009-04-14

Similar Documents

Publication Publication Date Title
US6508740B2 (en) Control system for vehicular automatic transmission
JPS628660B2 (fr)
US7699748B2 (en) Line pressure control apparatus and line pressure control method for automatic transmission
US6511400B2 (en) Control system for vehicular automatic transmission
JPH01295060A (ja) 自動変速機の変速制御装置
US5291804A (en) Apparatus for controlling line pressure for automatic transmission upon vehicle starting with the transmission placed in second or higher-gear position
US6537170B2 (en) Shift control system for automatic transmission
JPH0121379B2 (fr)
US7689338B2 (en) Control apparatus for automatic transmission
JP3427563B2 (ja) 自動変速機の制御装置
US6059681A (en) Neutral control device of automatic transmission
JPS628658B2 (fr)
JPH0246362A (ja) 変速手段の係合トルク容量設定方法
JPS59187162A (ja) 自動変速機のロックアップ制御装置
JPH02229960A (ja) 自動変速機の液圧制御装置
JPS6154980B2 (fr)
JP3439567B2 (ja) 自動変速機のロックアップ制御装置
JPH0676826B2 (ja) ロックアップクラッチの制御装置
JP2837946B2 (ja) 自動変速機の油圧制御装置
JP3273990B2 (ja) 自動変速機のライン圧制御装置
JPS6322360Y2 (fr)
JP3601887B2 (ja) 自動変速機の変速制御装置
JP3439616B2 (ja) 自動変速機の油圧制御装置
JP2003090429A (ja) ロックアップクラッチの制御装置
JP3498476B2 (ja) 油圧制御弁

Legal Events

Date Code Title Description
AS Assignment

Owner name: HONDA GIKEN KOGYO KABUSHIKI KAISHA, JAPAN

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:KIMURA, HIROYUKI;IJICHI, YASUHIRO;OKAZAKI, YUUJI;REEL/FRAME:012130/0094

Effective date: 20010313

AS Assignment

Owner name: HONDA GIKEN KOGYO KABUSHIKI KAISHA, JAPAN

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:KIMURA, HIROYUKI;IJICHI, YASUHIRO;OKAZAKI, YUUJI;REEL/FRAME:012425/0073;SIGNING DATES FROM 20011203 TO 20011204

FPAY Fee payment

Year of fee payment: 4

FEPP Fee payment procedure

Free format text: PAYOR NUMBER ASSIGNED (ORIGINAL EVENT CODE: ASPN); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY

FPAY Fee payment

Year of fee payment: 8

REMI Maintenance fee reminder mailed
LAPS Lapse for failure to pay maintenance fees
LAPS Lapse for failure to pay maintenance fees

Free format text: PATENT EXPIRED FOR FAILURE TO PAY MAINTENANCE FEES (ORIGINAL EVENT CODE: EXP.); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY

STCH Information on status: patent discontinuation

Free format text: PATENT EXPIRED DUE TO NONPAYMENT OF MAINTENANCE FEES UNDER 37 CFR 1.362

FP Lapsed due to failure to pay maintenance fee

Effective date: 20150128